System of motor control.



E. c. WOODRUFF. SYSTEM 0F MOTOR CONTROL.

APPLICATION FILED JAN-17,1914- Patented Apr. 20, 1915.

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- t l d BY A T y ATTORNEY E. C. WOODRUFF. SYSTEM oF MoToR coNTRoL.

APPLICATION FILED JAN.17, 1914.

1m wm m E N J wm m nu n pm.. A Am m wm m. o@ n N W- Sw. 1 a P L W j EUGENE C. WOODRUFF, OF STATE COLLEGE, PENNSYLYANIA.

SYSTEM or Moron eoNTEoL.

Specification of Letters Patent.

Patented Apr. 20, 1915.

Applicatim med January 1v, 1914. seria'l no. 812,718.

ToaZZ wh-om it may concern Be it known that I, EUGENE CYRUS Woon- RUEF, a citizen of the United States, and a,

resident of State College, in the county of Center and State of Pennsylvania, have invented a System of Motor Control, of whichthe following is a full, clear, and exact description, reference being had to the ac` companying drawings, forming part of this specification, in which Figure 1 is a diagram of an apparatus embodying my invention. Fig. 2 is a detail view showing 1n simple form the construction and operation ofA a typicalinterlock. Fig. 8 is a diagram showing a modification of my invention. Fig. 4 shows the motor circuitsfor Fig.' l in a'simple form. Fig. 5 shows in asimilar manner the-motor circuits for Fig. 3. i

In Fig. 1 the apparatus is shown in connection with the train line of the multiple unit system of trainy control which is described and claimed in the patentof Frank J. Sprague, Number 660065. Themodification shown in Fig. 3 is shown with a similar train. line.

My purpose is to 'provide a control apparatus in which th'e motors are controlled by automatic successively-acting contact devices. The apparatus in its best form has the following characteristics, which, in combination, I believe to be new, and some of which are also individually new. They render the control automatic, positive, and safe,

and cheapen the cost of construction and maintenance.

Leading characteristics of the are First z-Contact devicesl or power actuated switches are automaticall operated in succession through a cycle o steps wherein the positiveness of the order of events is not a function of a time element of any auxiliary invention .controlling device, such for instance as the sticking of a relay.

Second z-Provision is made to secure the automatic progression .of the unit switches or contactors so as to place the motors first in series and then in parallel with the proper resistance steps up to the point corresponding tothe setting ofthe master controller, which may be the full multiple setting or any other shortof that.

Third :-The speed of progression of the unit switches is a function of the motor current, e. successive operations take place onlyy when the motor current is at or below a certain 'predetermined value, which critical value, however, may be varied by the motorman so as to secure yacceleration of the car at different rates as may be required by the exigencies of. the train schedule.

Fourth :-f-Provision is made whereby it is insured that the successive operations of the unit switches shall occur not only in the proper order, but that each succeeding operation of the system of contactors, automatic or otherwise,'shall wait for a corresponding operation of a master relay, automatic or otherwise, even if the action of said master relay, and its auxiliary ar. resting magnets, may be delayed by low voltage, friction, or imperfect adjustments.

Fifth :-Each operating magnet is wou-nd with two coils, one' of which acts as a holding coil, both together as lifting coils whenl excited in electromagnetic conjunction, and both together when excited in opposition allow gravity or a 'controlling spring to open the switch. .Each magnet, in general, is operated by theinterlocking contacts on the previously operated magnet or magnets, rst'short-circuiting and then reversing one of its coils so as to change the magneticl fields of the coils from opposition'to conjunction or vice versa. When in opposition the coils of the idlemagnets also serve as series resistances for the Vother magnets, thereby accomplishing the following Sixth The actuating coils of the unit switches are so connected .as to yform but two circuits across the line voltage at any time, eliminating substitutional resistances, cheapening the winding by reducing. the dr'op across individual coils, simplifying the wiring, minimizing the number of series resistances, and economizing in operating energy.

vSeventhvz--The' double wound coils have a sharpness 'and positiveness of action coupled with an economy of electrical energy sov during the maintaining of any particular step in the sequence, since both coils of a contactor are used to close or open 1t, both circuits being excited, While for part or .all of the time as desired but one circuit Aneed be excited to hold the contactors 1n simplicity, rigidity, and permanence of adjustment and alinement, to cheapen. the construction, and to facilitate repalr. The-assembling is. such as to reduce the wiring to a minimum.-

Ninth z-The construction of the master relay is such that the travel of the contactbreaking plunger begins and iini'shes in each direction at a comparatively .high speed, but with a slow motion in between, thereby breaking .the operating circuit with an abruptness that preserves the contacts from burning, and at the same time giving the unit switches plenty of time to open or close before the master relay completes its stroke. y

Tenth z-The auxiliary arresting magnets,

used in connection with the ymaster relay,-

divide the cycle of the contactors into positive definite steps, and makeit possible to halt the progression after any number-of steps have taken place as a sub-group, or to proceed through thel cycle with a pause between each step andthe next,

The arrangement of the circuits and switches shown in Fig. l and the abbreviations used in the description of the operations are as follows :-M1 and M2 are the, motor armatures with their respective fields F1 and F2. The heavy lines show the motor circuits and the light lines the control circuits. For simplicity the device for reversing the motors is omitted from all the diagrams. Said reverser may beany convenient device known to those skilledin the art, suitably interlocked with the control circuits of the unit switches in any of the well known ways. C4, C6, C8, 5,07, andy C9 areelectromagnets operating the main contacts, c4, 06, 08, o5, c7, and o9, by meansof plungers and levers. These main contacts shunt resistances, R4, R6, R8, R5, R7, and R9 respectively, in the main motor circuits. C1 and C12 are similar electromagnets operating the main contacts c1 and cl2, which contacts connect the motors, Ml and M2, and

their resistances to the source of current, while C11 and C2 operate contacts connecting the motors to the ground side of the line. Magnet C3 connects the motors in series, while magnet C10 bridges across from one motor circuit to the other during the transition from series to parallel connection of the motors. All of these contactor magnets, or unit switches, are wound with two coils land lare so adjusted that neither coil `alone can close the contacter, though either alone will hold it closed after both coils excited in conjunction have operated the swit'ch,'v

while both coils excited in opposition will have so small a net magnetic field that the switch, if closed, will be opened by gravity, springs, or other convenient means. Each contactor of course has a magnetic blow-out at its main contact of the conventional type,

but not shown in the diagrams for simplicy ity; 4 shows in a simple diagram this arrangement of switch contacts, motors, and resistances, omitting the winding of the elecltromagnet coils and the control circuits thereof.

ABesides controlling vthe main contacts Vabove noted, each contactor by means of an thus: 403 means interlock contact'4 on contactor 3, etc. These interlocks are in the controlv circuits of the contactors. The upperV coils of the magnets are in what may be called a holding circuit, and will be designated as H09, etc., meaning upper or holding coil of contactor number 9. Similarly LCS v will mean lower of lifting coil of contactor number 8, etc., the lower coils 'of the contactors being in what may be called a lifting circuit. MR is an electromagnetic master relay also wound with twocoils, HMR and LMR, LMR being in the contacter lifting circuit orl in shunt therewith, while UMR is shunted across one of .the motor fields. The function of LMR is to periodically make and break the circuits that include the lifting coilsof the contactors, the auxiliary magnets, and LMR itself at contact LMRl, at a rate controlled by a dash pot or other equivalent device, thereby` causing the main switch group to pass through its cycle of operations in distinct steps in accelerating the motors. The function of HMR is to arrest the action of MR wheneverv the motor current rises above a predetermined value, and later to allow the action to resume when the, current has fallenbelowl that value through the speeding-up ofthe motors. In the circuit of HMRvis an adjustable resistance, fm1', by altering which resistance the motorman can change the value of the motor current at which the successivesteps of the main control will be taken, and thereby adjust the rate of acceleration of the car to suit the special needs of'the'schedule.

MC is the master controller by which,k the .control circuits are operated. There may be as many of these in the car or in the train as is desired, any one of which may be used to control the system.

. TW are the train wires which would have the usual couplers, cut-outs, etc., as needed', whereby a number of motor cars in a train may be operated from Vany master controller on any car. These couplers, etc., are omitted fromA the diagrams for simplicity as vtheir construction and operation would be of a conventional Well known vcharacter independent of the tion. ,l

special features of my inven- M4, M6, etc., are small auxiliary arresting magnets in a circuit controlled by the master relay. Their function isto arrest the progression of the main switch system so that each.v step thereof will be-separated from the next by a stroke of the master relay. In the form of my system of control herein shown these auxiliary magnets control the main magnets electrically, but such control may be made through a purely mechanical connection, such as a trigger action, or in-many other ways as will be obvious `to one skilled'in the art. 1, 2, ,3, 4, 27,'ar'e terminals on the two halvesof the control, so drawn and constructed for convenience only. In assem bling the control these terminals are provided'with contact springs so that the 27 of one-half of the control connect electrically with the 27 of the other half. In tracing out the circuits such connection is to'be assumed I in the drawing. The wires to and from these terminals will be designated as w1, rL02, w3, etc. 0f course when the control is constructed in one section these terminals and springs are not used but the wires are run direct.4

The operation of the form of my 'invention l M6 w25 L02 round. This leaves in magnetic conjunction.

L010, L011, and L 12 unexcited, being shunted by interlocks, while LMR is shunted by the connecting of lTVV2'- with TW4. Thereupon 01 and 02 close, their coils being The otherseven contactors remain open as their coils are in opposition. As soon however as 01 and 02l raise their interlocks the part of the above lifting circuit (102 w23 L03 101) is changed to (202 w24--L03 201). This reverses the current in L03 placing the coils of 03 inl conjunction, and contacter 3 then closes, placing the motors in series with all resistance in. IThe closing of 03 by means 'of its interlocks changes the part of the lifting circuit (403 M11 5011 w1 L05 w21 L04 3011 203-M3) tos (503 3011 j L05, placin the coils of 04 and 05`in con-v junction. 4 and`05, however, do not lift as yet, since the closing of 03 created a parallel shunting circuit, (503 603 M3), and L04 and L05 are thereby short-circuited. This condition of aairs maintains as long as M0 is on the switching position and TW2 and TW4 short circuit LMB, leaving MRl closed and the auxiliary magnets alive. The auxiliary magnet Aon contactor 3, M3, holds contact 603 closed. The Strength of the auxiliary magnets issuch that they hold their armatures firmly when alive, but if the armature is once released by the breaking of the circuit and the corresponding contactor is closed, raising, its in- `terlocks, the restablishing ofl the auxiliary magnet circuit does not allow the auxiliary magnets to againclose their armature contacts. Such closing\ is accomplished at a suitablev time mechanically by the interlock operator of the corresponding contactor when said contacter opens. Now if M0 is shifted to position 2, or series position, TV2 and TW4 no longer shunt LMR, WIR lifts, opening MRl and breaking the lifting circuit and also the circuit of the auxiliary magnets, causing M3 to allow 603 to open.`

Now ifl the motor currentfis above a certain value I-IMR holds MB1 open and the status guo is maintained until the rise in speed of the motors has reduced the motor current below the critical value. Thereupon I-IMR .allows MB1 to close, restablishing the contactor lifting circuit but withl 603 open. Thereupon 04 and 05 close, shunting out the motor resistances R4 and R5, and by lifting their interlocks changing the part of the lifting circuit (M3 104 L06 lw16 L07 w16 L06 w17 205 M4). This reverses the current in L06 and L07, placing the coils of 06 and 07 in conjunction respectively, but at the same time establishing' a shunting circuit (M3 20430'4- M4). As before, in the action of the interlocks of 03, this shunting ycircuit prevents further progression until LMR opens MR1, .causing M4 to release 304, and HMR, when the motor current is small enough, allows MRI to be restablished, energizing the lift-` ing circuit but with the above short circuit removed. Thereupon 06 and 07 close, shunting out motor resistances R6 and R7, and controlling through their interloclrs 08 and 09 just as 04 and 05 controlled 06 and 07. When 08` and 09 have closed the motors are 'in series with allresistances shunted out, and

if the master controller is in the series posi-l LMR-LCl) is'shunted by (MR1 TW4 TW3 408 L01) through the action of M0 and interlocks on 08, thereby shunting LMR and arresting further progression. Now if M0 is shifted to the third, or parallel position, the shunt on LMR'is broken and MR 'opens the auxiliary magnet circuit at MB1.

This allows M9* to. release 309, and when tion the part of the lifting circuit (MR1 HMR allows MR to reestablish the lifting is accomplished as follows: The closing of circuit the v art of the lifting circuit (L01-- wl1 -3c9- 9-5010-202) becomes (L01- 308-4-fw10-L010-2c2) through vthe action of the'interlock'son 08 and 09. Similarly the part of the holding circuit (1012-109 2010-4018) becomes (1012-2c9--H010- w8).v Contactor 010 is now wholly energized and closes, bridging the motor circuits 30.

as per diagram 4. Thereupon lthe transition from motors 1n serles with no 'resistances to motors 1n parallel'with reslstances 1n c1rcu1t --6010-/w9-5c3),- thereby 'denergizing* L08. Thereupon 03 opens, its interlocks rereverse L04 and L05, placin .the coils of 04 and 05 in opposition so that 4 and 05' open,

and in a similar manner 04C andl 05 cause 06 and 07 to open, and 06 and 07 cause 08 and 09 to open. This removes the shunts from all the motor resistances but doesnot as yet plaoethem incircuit as they are bridged out l by 010holding 010 closed. lThe opening of 08 changes the part of the lifting circuit 'w L012 L010),l energizing LCll and of the holding circuit (H08fw71c12 2c9,-H010) to (H08-H011-fw6-H012-4 H010) ,energizing H011 and H012. Thereupon 011 and 012 close, connecting M1 and reslstances ,to the ground and M2 and resistances to the trolley respectively. The closmg of 011 and 012, through their interlocks, changes the' part of the holding circuit (H012-H010-3c10--w3-H05) vto H012 2012 lcll-fw-HC) thereby permanently shunting out both H010 and H03. Similarly the part of the lifting circuit (L012-L010-6c10-w9-4c3) becomes (L012--w10-2011-403), ermanently shunting out both L0l0 and L08. 010 is now wholly denergized,l opens, and the transition from series to parallel is complete.

.The resistancesteps in parallel are accomplished similarly to the corresponding steps 1n series, subject at each step to the control of the master relay and the auxiliary magnets. The interlocks on 011 and 012 re verse L04 and L05 so that 04 and 05 close, and thereafter 04: and 05 control 06 and 07,

. and 06 and 07 control 08 and 09 just as in the series steps. Finally when the motors are in parallel with all resistan'ces'shunted out, interlocks on 03 and 08 connect TW2` with TW4; thereby shunting out LMR and causing MRl to remain closedduring the free running of the motors.. If at any time duringthe progression of the control M0 is moved backto the first position, LMR 1s shunted by TVV2 andv TWL and the progression is arrested until M0 is shifted forward again. These operations all take place on allv cars ofthe train in the same way, the speed of, notching-up on each car being subject to the adjustment of its own `master rej speed of the motors and the adjustment ofy the master relay, each step in the cycle being taken automatically at the moment when a predetermined electrical and mechanical condition of aairs is reached that makes another step suitable. In theoperation as described above when" the progression is halted by shunting LMR, both lifting and holding circuits remain excited and the contactors remain open or closed according as their coils are in opposition or conjunction. However, the progression may be stopped by making the excitation of LMR independent of MB1. Then LMR will hold MB1 open and .the lifting circuit broken until M0 'is shifted, and the contactors will remain open L012.l The opening of 09 changes'the part .Y

or closed with only the holding circuit excited, just as they were-'when the lifting cir cuit was broken. The first method of con# trolling MR is preferable fornotching-up to full or half speed, while the second is suitable for lprolonged running at any particular speed, being slightly more economical of electrical energy. However either may be used all the time to the-v exclusion of the other, or each may be used for that part of the progression for which it is best suited without aecti'ng the principle of my invention.

The arrangement lshown in Fig. l uses the socalled bridging method of transition from series to parallel connection of the motors. r vHowever, my .invention is equally well adapted to accomplishing transition by any of the well known methods, such forinstance as the shunting of ,onemotorafter placing resistances back in J circuit, then opening the shunted motors circuit and reconnecting the motor-in parallel with the other motor. This method is especiallyv suited for small and medium sized motors such as are used in y city car operation, and gives a control smaller,l lighter, simpler, and cheaper than',25

in Fig. 1 and the abbreviations' used inthe desired.

. 2010 HCB-ground.

description willA havaaq. meaning.. Contacter C1 connects thff'motors and resistances tothe trolley.'v 506 andr C8 shunt out resistances 111,112, andRB-respec# tively. C3 .connects thek motors in series. C10 acts the same as C3 during the first. part of the transition: from series ,to parallel.-

C11 and C12 connect the motors in .parallel by connecting motor l1- to round and motor 2 to the trolley through t e resistances respectively. By omitting the main contact on vC10 another method of transition results wherein the motor circuit is broken ,by'C during thetransition steps. In. this latter method a .slightly simpler interlockingv ofv C10, C11, C12, and C3` mayA be usedwhen The operation of Fig. 3 .is as follows: Placin the. master controller-in the third, or fu parallel, position establishes the following control circuits 1)-'A holding circuit as' follows z-trolley--MC- TW1-HC1, H04, Hoe, Hoe, 1011-208- (2)-A liftin cir,- cuit as followsz-trolley-MC--T 1- MR1-1 LMR-LCl 3c11M35c3 scie-LC-ica-ecia-LCBe-leia-Mia- 2c3-M3-3c4--LC -1c4-M4-3c6- LC8-1c6-M6- ro d. This leaves the coils of C1 and 3 ekcited in conjunction, C4, C6, and C8 excitedin opposition, and C10, C11, and C12 shunted out. C1l and C3 thereupon close, putting the motors` in series with all resistances in. The closing of C3, followed by a strokeof'the master relay, changes 'the 'above' .liftin the operation of Fig. '1 sov that the coils of vC4 become excited in conjunction and C4 closes, shunting R1. Thereafter C6 and C8 close in -succession subject to the action of the interlocks, the master relay, and

I the auxiliary arresting'magnets just' as in yand C10 opens.

and C8 open their interlocks permit C12 to i Fig.l 1. The interlocks on C8 change both holding and lifting circuits in part so that C11 and C12 are shunted out and C10 is excited', subject as usual to the control of MR and M8. When C10 closes its interlocks shunt the coils of C3. C3 then opens and its interlocks put the coils of C4 into opposition. C4 the?" opens.l and similarly in order, C6 and C l' With C10 closed and C8 open their interlocks permit C11 to close. The interlocks of C11 shunt out C10 and C3, With C11 closed, C10 open,

close. Now themotors are in parallel with all resistances in. Next C12 with M12 and MR control C4 just as C3 did in the series steps, C4 again controls C6, and C6 again controls C8. With C8 lclosed the motors are in parallel with all resistances shunted out. Thereuponthe interlocks of C3-o en and C18-closed connect TW2 to TW4, s vunting out LMR and stopping further action of the masterrelay.` `:Pla-cling- MCinY positions 2 modifies- 'these actions just asin Fig'. 1,A

Circuit. similarly to the corresponding c ange in stopping the progression at any step, or

allowing 1t to go on as `may bedesired. I

F1g52 shows a convenient construction for a typical reversing interlock. The parts marked F are insulating strips offiber, those'l marked are brass bars, and thosemarked S are flat sprln so bent that the tend to '-contact, S1 and 2 with B1, S3 an S4 with B2, and S5 awayfrom B3. M4`is the aux- 1l1ary magnet with its armature fastened to S5. FR is an insulating rod-or frame carry ing 4cross pins, P, and connected to the armature lever of the contactor directly or by links. FR, when down, permits S1 to contact with Bland S3 with B2, and pushes S2 from' B1, S4 from B2, and S5 into contact ywith B3 through the armature and pole gieces of M4. FR when up4 pushes S1 from 1V and S3 from B2, permits S2 to contact whenever the current throu h M4 is broken. M4,- when excited,' can ho d its armature against the spring of S5, but once the arma'- 'y with B1 and with B2, and allows S5,y to

sprlng away wlth the armaturefrom B3 ture is released M4 .cannot attract' it back.

Itmust be pushed back byy pin P. The three long through-screwsl hold `all together rigidly and are'bushed with liber tubing from contactwith the bars and springs, excepting those lntowhlch they are shown threaded.

In this way the left screw connects B1 and y B3 electrically, the middle screw, threaded yinto B5, forms a terminal for S2 and S3,

while the right screw threaded into B6 forms a terminal for S1, S4, and S5. One

terminal of the coil of M4 is connected to B3.

With FR down the circuit is :.-B2-'S3- contactor coil-Sl-A-Bl--B3-M4. FR up and armature heldby M4 the circuit is :-B2-S4-S5--B3,-M4. With FR up and armature released the circuit is- B2 S4-contactor c0i1-S2'B1-B3M4. In the first and last cases the coil is oppositely excited. In the second case it is short-cir- With cuited. Any other construction known to vthose skilled in the art might be used for the interlocks as seems desirable, and the skilledelectrician can modify the parts ofy vthe apparatus and change the arrangement of .the circuits in lmany ways without conflicting with the principle ofmy invention as defined in the claims.

I claim v v 1. In a control system for electric motors, the combination of a group of twoy coil electromagnets, switches operated thereby for controlling the motor circuits, control circuits, means for placing the coils of said electromagnets. in electromagnetic opposition,l and lmeans including interlocking switches for placing the coils ofl said electromagnets successively in electromagnetic con junction to secure progressi-ve action of the '-Vfp'emodlc action 1s temporarily arrested by a rs in the motor current to a predetermined magnets through a predetermined series of steps. i f

In a control system for electric motors the combination of a group of two-coil, main electromagnets vfor controlling the motor circuits with interlocking devices for securing the successive action of the main electromagnets, and with auxiliary magnets to arrest the operation of said interlocks and thereby separate the successive steps of the main magnets by greater or smaller periods of time as desired, with the necessary circuits and contacts to secure said actions, and with a master controller for controlling the action of the interloclrs and auxiliary magnets substantially as described.

3. .In a control system for electric motors the combination ot' a group of two-coil, main electromagnets with means Jfor causing the same to act in a definite cycle of steps, including interlocking devices, auxiliary arresting magnets, yand a master relayI adapted to periodically make and break circuits made up of one coil from each main magnet,

the relays own operating coil, and the coils of the auxiliary arresting magnets, the breaking and remaking of 'these circuits causing the auxiliary magnets to permit an additional step in the cycle of the main switch group, with' amaster controller for determining the number of steps to be taken at a time, and with the necessary circuits and contacts substantially as described.

4. In a control system for electric motors the combination of a group of two-coil', main electromagnets with a periodically acting master relay, with means whereby the action of said relay may be temporarily arrested when the main motor current is above a certain value, thereby arresting the progression ofthe main magnetswith means whereby a change in the main motor current allows the relay to resume its periodic action, with interlocking devices and auxiliary arresting magnets controlling the steps of the main magnets, with a master controller fordetermining the number of steps to be taken at a time, and with the necessary circuits and contacts for securing said actions substantially as described.

5. In a control system for electric motors the combination of a group of two-coil, main electromagnets with interlocks, auxiliary arresting magnets, and a master controller for controlling the steps ofthe main magnets, and with a periodically acting master relay with means whereby its intermittent action causes the main magnets to take a series of sin order, with means whereby said value, thereby arresting the cycle of the main magnets, with means whereby said periodic action is resumed when the motor current falls to a predetermined Value, and with the necessary circuits and contacts substantially as described.

6.. In a control system for electric motors the combinationA of a group of electromagnetic contactors with a master relay whose periodic action causes the contactors to pass through a cycle of steps, means whereby said periodic action may be arrested by a rise in the main motor current to any one of several values and afterward resumed on the reduction of said current to any one of several values, with a switch and lrheostat inthe circuit of the holding coil of the master relay whose setting determines the value of motor current at which above actions take4 place, and with the necessary circuits and contacts for securing the above actions substantially as described.

7. In a. coutrolsystein for electric motors the combination of' a main group -otelectroi.

magnets with controlling interlocks, auxiliary arresting magnets, a master controller, and a master relay 'for'controlling the main magnets. both as to the order and speed with which they pass'through a series of steps, with means for arresting the progression of the main magnets at any desired step by devices maintaining the action of the auxiliary arresting magnets independently of the action of therest of the control, and with the necessaryA circuits and contacts substantially as described. l

In testimony whereof I have hereunto set my hand.

EUGENE C. WOODRUFF. lVitnesses:` y

J. O. KAMMERMAN, GEO. F. ECKHABS.

for electric motors sor 

